Wireless handset vehicle safety interlock

ABSTRACT

A method and device for controlling the operability of a transmitter on a mobile communications device by determining if the mobile communications device is located proximate to an operator&#39;s seat of a vehicle. A condition parameter of the mobile communications device may be determined. The transmitter on the mobile communications device may be disabled in response to the mobile communications device being located proximate to an operator&#39;s seat of a vehicle and further in response to the determined condition parameter. The transmitter on the mobile communications device may be enabled, in response to determining that the mobile communications device is not located in a restricted location.

CROSS REFERENCE TO RELATED APPLICATIONS

This Application is a Continuation of U.S. patent application Ser. No.12/346,534 filed on Dec. 30, 2008.

BACKGROUND OF THE INVENTION

Wireless communications devices, including wireless handsets, PDAs, textmessengers and many other portable electronic devices have becomeprolific in modern society. Along with the convenience of “anywhere andanytime” communications comes the distractions and potential safetyproblems and interference caused by the wireless communications devices.

Some localities, such as states or cities, have passed ordinances orother laws prohibiting the use of wireless communications devices atvarious times or in various places (e.g., school zones). Often times, aperson may be unaware of, or confused about, various local laws and theresult may be a fine or other citation.

BRIEF SUMMARY OF THE INVENTION

In one or more embodiments of the present invention, by providing amethod and wireless communications device to allow for situationalcontrol of a wireless transmitter, the wireless communications devicemay be enabled for use when it is safe or legal to be operable anddisabled for use when it is illegal or not safe.

In one embodiment of the present invention, a method and device may beprovided for controlling the operability of a transmitter on a mobilecommunications device by determining if the mobile communications deviceis located proximate to an operator's seat of a vehicle. A conditionparameter of the mobile communications device may be determined. Thetransmitter on the mobile communications device may be disabled inresponse to the mobile communications device being located proximate toan operator's seat of a vehicle and further in response to thedetermined condition parameter. The transmitter on the mobilecommunications device may be enabled, in response to determining thatthe mobile communications device is not located in a restrictedlocation.

BRIEF DESCRIPTION OF THE DRAWINGS

Illustrative embodiments of the present invention are described indetail below with reference to the attached drawing figures, which areincorporated by reference herein and wherein:

FIG. 1A is an illustration of one embodiment of an environment depictinga wireless communications device configured to enable the transmitter tobe situationally controlled;

FIG. 1B is an illustration of one embodiment of an airplane depicting awireless communications device configured to enable the transmitter tobe situationally controlled;

FIG. 1C is an illustration of one embodiment of an automatic airplaneinterlock system;

FIG. 1D is an illustration of one embodiment of a process forcontrolling the operability of a transmitter on a mobile communicationsdevice within an airplane;

FIG. 2 is a flow chart of an alternate embodiment of a process forcontrolling the operability of a transmitter on a mobile communicationsdevice within an airplane;

FIG. 3 is an illustration of one embodiment of a wireless communicationsdevice configured to enable the transmitter to be situationallycontrolled;

FIG. 4 is an illustration of one embodiment of a screen shot depicting awireless communications device configured to enable the transmitter tobe situationally controlled;

FIG. 5 is a block diagram of one embodiment of components of a mobilecommunications device configured to control the transmit functionalityon a mobile communications device;

FIG. 6 is a block diagram of one embodiment of modules configured tocontrol the transmit functionality on a mobile communications device;and

FIG. 7 is a flow chart of one embodiment of an exemplary process forcontrolling the operability of a transmitter on a mobile communicationsdevice.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1A is an illustration of one embodiment of an environment 100depicting a wireless communications device 102 configured to enable thetransmitter to be situationally controlled. In other words, dependingupon a particular location, time, speed, or some other factor, thetransmitter operability may be affected. In this embodiment, thewireless communications device 102 may be located within a vehicle 104,such as an automobile. In this embodiment, located within the vehicle104 are directional sensors 106 a-106 n (collectively, 106), which maybe used for determining a location of the wireless communications device102 within the vehicle 104. In one embodiment, an additional wirelesscommunications device 108 may also be located within the vehicle 104. Asdepicted in the illustration, the additional wireless communicationsdevice 108 may be located remotely from the driver's side of thevehicle, such as on a rear seat of the vehicle 104. The directionalsensors 106 may be used to determine a usefully proximate location ofthe particular wireless communications device being referred to.

The wireless communications devices 102 and 108 may be cellular phones,PDAs, text messengers, or any other portable electronic devices capableof communicating wirelessly over a communications network. The vehicle104 may be a car, truck, bus, airplane, train, or any other vehicle inwhich an operator may need to devote his or her concentration in orderto control the vehicle 104. The previously listed vehicles may requiredifferent levels of restrictions depending on the location of thevehicle, the position of the user operating the wireless communicationsdevice 102, relevant laws, safety concerns, and other variables.

Because of a need to address these variations, the directional sensors106 may be able to help determine the precise location of the vehicle104, or specifically the wireless communications device, for use inmaking the restriction determinations. In one embodiment, restrictionsmay include disabling the device, restricting some functions of thedevice, such as a keyboard or wireless transmitter, manipulating theoperating mode of the device, such as turning off a ringer, and settingthe device into vibrate mode, or other similar functions. Thedirectional sensors 106 may involve radar, sonar, laser, pressure, GPS,triangulation, or any other technology that allows the sensors todetermine the location of the person using the wireless communicationsdevice 102. For example, if there are sensors placed within the seatsand the only sensor activated is from a driver's position (i.e., thedriver is the only person in the vehicle), no other sensor type may benecessary to determine the position of the user using the wirelesscommunications device. A seat sensor may be comprised of pressure orweight sensors, lasers, thermal, or any type or variety of sensorsconfigured to determine data regarding the seat and/or its occupant.

In addition to the seat sensor, there may be any number and types ofsensors both within the vehicle and the mobile communications deviceitself. For example, in one embodiment, a signal strength sensor may belocated within the steering wheel. Depending upon the distance from thesteering wheel, the precise location may be determined based on thestrength of the signal (e.g. if the strength is equivalent to beingwithin a predetermined distance from the steering wheel, it may beassumed that the wireless communications device is within the operator'sposition.) In another embodiment, one or more sensors located within thevehicle may use signal strength and triangulation to determine whetherthe wireless communications device is within the operator's position.

A passenger may not typically be tasked with the burden of operating thevehicle. As a result, the second wireless communications device 108,which may be similar to, or the same as, the type described for thewireless communications device 102 or any other similar device, may notface the same restrictions as the wireless communications device 102.Therefore, a passenger of a vehicle may not be limited in the use of hisor her wireless communications device while located within the vehicle.

The wireless communications device may contain software and/or hardwarethat would regularly monitor the operations of the device andautomatically adjust the settings according to the situation that wasobserved. For example, in one embodiment, if a passenger initiated acall and then handed the wireless communications device to the driver,and the device had driver restrictions, then the device wouldautomatically modify the operations of the device to meet the operatingparameters defined by the restrictions. The modification in thisenablement may include dropping the in-progress call, turning off thedevice, or any number of similar options.

FIG. 1B is an illustration of one embodiment of an airplane 152containing one or more wireless communications devices 154 a-154 n(collectively 154) configured to enable a transmitter to besituationally controlled. Unlike many other vehicles, such as thevehicle described in FIG. 1A, the location of a particular wirelesscommunications device 154 within the airplane 152 may not be relevant tothe desirability to control the transmitter of the wirelesscommunications device 154. Regardless, there still may be varioussensors and other instruments within the airplane, which are describedbelow in greater detail in relation to FIG. 1C. These sensors andinstruments may, among other things, detect wireless communicationsdevices and contribute to the disabling of the transmit functionality,if necessary. For example, in one embodiment, transmitters within thecockpit may not be disabled. While regulations and airline policies mayvary, there may be specific times within a flight, from passengers'boarding to passengers' disembarking, when the transmitter is eitherrequired or preferred to be disabled. More detailed informationregarding the timing of transmitter disabling is described below inreference to FIG. 2.

A blanket disabling of wireless communications devices including bothwireless transmitter and/or wireless receiver devices, regardless of itslocation within a plane, may be provided for reasons that are differentthan for an automobile. For example, in addition to airline safety, useof some types of wireless communications devices such as cell phones inan airplane traveling at a high rate of speed can raise havoc oncellular operator networks. Often, a wireless communications device canbe seen by multiple cell towers forcing multiple device registrations inthe cellular operator's Home Location Registrar (HLR) or equivalentequipment. Also, cellular operator soft hand-off algorithms may havedifficulty in processing calls during flight due to the spatial rate ofthe wireless communications device. There may be many other reasons fordisabling wireless communications devices in addition to the onesmentioned for disabling the devices.

FIG. 1C is an illustration of one embodiment of an Automatic AirplaneInterlock System (AAIS) 170. The AAIS 170 may be comprised of twoprimary components that act to automatically place wirelesscommunications devices into an airline regulated mandatory operatingmode. Two components of the AAIS 170 may be a wireless communicationsdevice, also known as an Electronic Device (ED) 172 and an InterlockInitiation System (IIS) 174. The ED 172 and IIS 174 may be interlinkedvia a wireless network 176, such as Bluetooth, CDMA, WiFi, or otherwireless technologies.

In one embodiment, the AAIS 170 may be a wireless transmitter capable ofissuing a special “Safe Operating Mode” (SOM) signal or signals. One ormore types of wireless technology signals such as BlueTooth, WiFi,Ultra-wide band or other may be transmitted either serially or inparallel by the AAIS. These signals may contain the SOM embedded withinthe payload of the transmitted information. A single antenna or multipledistributed antennas (not shown) may be placed throughout the cabinand/or luggage hold of the airplane. A signal power that is to betransmitted may be adjusted such that adequate coverage is performedwithin the body of the aircraft, and signal leakage to nearby aircraftis minimized. Directional or beam-forming antennas (not shown) may beused to direct the signal along the linear cabin path.

In one embodiment, the IIS 174 may be initiated by a pilot oralternatively by the airplane entering a traveling state such as taxiingfrom a gate and/or being in flight. The IIS 174 may function by issuinga wireless signal containing the SOM which is received by all the ED's172. Alternatively, the wireless signal may include an airline authoritydigital signature such that the ED 172 can recognize and validate theissuing signal authority. This SOM signal may used to instruct the ED toplace itself into a safe operating mode state.

Additionally, the electronic device 172 may equipped with a wirelessreceiver capable of capturing the SOM signal, software checksum logic todetermine if the SOM signal has been received intact, and softwareand/or hardware logic used to process and control the operation of theED 174. In one embodiment, all logic is integral to the device and hasadequate Operating System priority to allow the device to instantlyrespond to the SOM signal.

FIG. 1D is an illustration of one embodiment 180 of a process forcontrolling the operability of a transmitter on a mobile communicationsdevice within an airplane. The wireless communications device mayreceive an SOM signal in step 182. In step 184, the wirelesscommunications device may validate the digital signature to determine ifthe SOM signal came from a valid airline issuing authority. If thedigital signature is not valid, then the wireless communications devicedoes not enter SOM state. In step 186, if the digital signature isvalid, then the wireless communications device may interrupt generalprocessing and perform an SOM signal process which places the deviceinto a safe operating mode state. Alternatively, the wirelesscommunications device may issue a pre-recorded voice interrupt messageto a person using the device as a telephone. The pre-recorded voiceinterrupt message would indicate the device will be entering SOM modewithin a short timeframe as established by a count-down timer. Thecount-down time may be established by a pilot or by the airplane andpassed to the wireless communications device 172 via the IIS 174.

In an alternative embodiment, the wireless communications device mayissue an on-screen message or screen window pop-up if the wirelesscommunications device is in data mode. The on-screen message willindicate that the device will enter SOM within a short timeframe. Thistimeframe could be established by the airline authority and transmittedwith the SOM message thereby allowing a graceful call termination.

In one embodiment, the IIS may include one or more electronictransmission systems utilizing common wireless technologies such asCDMA, GSM, WiFi, WiMax, LTE or any other wireless technologies. The IISmay perform several functions and utilize various equipment. Hardwareand/or software that manually interact with the pilot and/orautomatically interact with aircraft to initiate SOM signal may beincluded. This equipment may include switches and interlock mechanisms.Configurations may be either redundant or non-redundant Also includedmay be hardware and/or software that formats the SOM signal or signalsinto the wireless technology information packet.

Additionally, the digital signature and/or count-down time may beincluded in the information packet. The packet may contain a checksumverification code that may be established during packet formation to beused by the wireless communications device to validate the entire packetis received intact. Any form of checksum code may be implemented. TheIIS may broadcast the SOM signal using one or more wirelesstechnologies.

In one embodiment, the IIS may monitor the local cabin area for radiatedelectronic device signals in the frequency band or bands specific to thewireless technologies employed in the IIS system. The purpose of thismonitoring is to assure that all wireless signals are shut-downfollowing the issuance of the SOM signal. The IIS equipment controllermay manage the transmission of the SOM signals if more than one wirelesstechnology is used such that each signal is non-interfering with otherSOM signals. The IIS equipment may also be used to modify thebeam-forming antenna radiating power if directional antennas areemployed.

FIG. 2 is a flow chart of an alternate embodiment of a process 200 forcontrolling the operability of a transmitter on a mobile communicationsdevice within an airplane. At step 202, a determination may be made asto whether the ground speed of the airplane is indicative of theairplane being in flight. If the ground speed is indicative of theairplane being in flight, electronic use and/or transmit and receivefunctionality may be blocked for the wireless communications device instep 204. In general, during flight, wireless communications devices arenot allowed to have their transmit and receive capability functioningand during some portions of the flight, all electronic functions are notallowed. However, there may be exceptions for emergencies or othersituations, as described below.

If the airplane's ground speed is not indicative of the airplane beingin flight, at step 206 a determination may be made as to whether therewas a change in altitude within a set or predetermined period of time,(e.g., 5 minutes) in step 206. In most locations, current regulationsallows for the use of the transmit and receive functionality of thewireless communications devices while taxiing upon landing at adestination airport, but not during taxiing for take-off. By making thedetermination that the plane's ground speed is not indicative of flightand that no altitude change has occurred in a predetermined period oftime, the determination that the plane is either stationary at the gateor taxiing for takeoff, may be safely made. Additionally, a sensor formain cabin doors may be provided in one embodiment. Any time thedetermination is made that one or more cabin doors are opened, thetransmit and receive functionality may be enabled. If the ground speedof the airplane is zero or a cabin door is opened, a determination canbe made that the airplane is stationary at the gate. If the groundspeedis beyond a set number (e.g. 100 mph) and all cabin doors are indicatingthey are closed, a determination can be made that the airplane is inflight.

In other words, had the plane recently experienced a change in altitude(e.g., landing or taking off), but is no longer in flight (e.g., groundspeed not indicative of flight), the conditions indicate that the planehas landed, therefore the transmit and receive functionality may beenabled. In step 208, the transmit and receive functionality of thewireless communications device may be enabled. Cabin, as used in thisapplication refers to any, area within the skin of the airplane.However, alternatively, a cockpit or any other zone of an airplane maynot be included within the definition of the cabin. In other words, theability to enable or disable a transmitter within the airplane may belimited to zones as well as the plane as a whole.

It should be understood that the entire determination may be based uponcalculations and measurements made within the wireless communicationsdevice itself, by one or more sensors and transceivers external to thewireless communications device, or a combination of the two. It is alsoimportant to note that in the case of the airplane as well as thevehicle described in FIG. 1A, when various emergencies occur orparticular situations are encountered, enabling and disabling of thewireless communications features may be overridden at least by a user orthe wireless communications device itself. It should also be understoodthat some electronic devices may be equipped with a wireless receiveronly, and that this method and system may be used to control the deviceoperating functionality per airline or location specifications orrequirements.

FIG. 3 is an illustration of one embodiment of a wireless communicationsdevice 300 configured to enable a transmitter to be situationallycontrolled. The transmitter may allow for two-way communications over awireless network such as cellular, a LAN, satellite, or any othercommunications network. Additionally, the wireless communications device300 may also be an electronic device including a wireless receiver only,that is capable of being situationally controlled. The wirelesscommunications device 300 may include a display screen 302 configured todisplay data, such as a number being dialed, a text message, an email,or any other type of visual data. In one embodiment, the display screen302 depicts a signal strength indicator 304 that would traditionallydisplay the strength of the wireless communications network as measuredby the wireless communications device 300. In this embodiment, thesignal strength indicator 304 may alternatively or additionally depict aslash through the indicator that may indicate that there is no transmitor receive capability operating at the present time. In general, thesignal strength indicator 304 will indicate that the transmitter isinoperable either when the transmitter is purposefully disabled or, incertain situations, the signal strength indicator 304 may depict thatthere is no functionality because of a lack of signal strength in theparticular location. In one embodiment, when the transmitter isdisabled, the signal strength indicator 304 will appear, as illustratedin FIG. 3. Alternatively, any type of indication or message may bepresented to the device user indicating that the device is disabled oroperating in a restricted mode. Indicator could include LEDs, icons,messages, audible indicators, or other similar notifications.

FIG. 4 is an illustration of one embodiment of a screen shot 400depicting a wireless communications device configured to enable atransmitter to be situationally controlled.

In this embodiment, the signal strength indicator 402 depicts thetransmitter as being disabled. An override message 404 such as a messagestating “[D]evice transmission function is currently disabled. Emergencyoverride?” The override message 404 may prompt a user to enter a certaininput to override the disabled transmitter for various reasons. Forexample, in an emergency, such as a crash or other dangerous situation,a user, even in the driver's seat, may need access to the fullcapabilities of the wireless communication device. Response buttons 406a and 406 b (collectively, 406) representing “yes” or “no” indicates tothe user what input is necessary for overriding the transmit disablefeature. Any number of alternative ways for overriding the transmitdisable feature may also be provided. In one embodiment, a user wishingto override the transmit disable functionality would select either ahard-button or a soft-button located on the phone as indicated byresponse buttons 306.

A determination of when an emergency has occurred may be made in severalways. In one embodiment, the vehicle may be configured to communicateemergency information with the wireless communications device. Forexample, if an airbag deployment is detected by the vehicle, thewireless communications device may be alerted that an emergency hasoccurred and the disabling of the transmitter and receiver may beoverridden. Some vehicles may have emergency response functions builtin, such as GM's On-Star(R) or Mercedes' and BMW's SOS systems. Thevarious emergency response systems may be configured to communicate withthe wireless communications devices and may allow for any disabling tobe overridden.

In other embodiments, in addition to, or in place of notification fromthe vehicle, the wireless communications device may be able to determinethat an emergency has occurred. For example, some wirelesscommunications devices may include accelerometers or other impactsensors. Upon determining that a crash or other emergency likelyoccurred, any disabled features may automatically become enabled. It isto be understood that any combination of vehicle or mobilecommunications device features may be used in making the determinationof an emergency occurrence.

FIG. 5 is a block diagram of exemplary components 500 of a mobilecommunications device (e.g., 300 from FIG. 3) configured to control thetransmit functionality on a mobile communications device. The mobilecommunications device 300 may include an input/output (I/O) unit 502 forreceiving and communicating commands and other data between the mobilecommunications device and a vehicle, such as an automobile or airplane.The I/O unit 502 may additionally include a transceiver 504 fortransmitting voice and data to a communications network. The mobilecommunications device 300 may also include a processor 506 forprocessing the data necessary to determine the transmit functionality.The processor 506 may execute software 508 capable of performing thefunctionality of the wireless communications device 200. Softwaremodules that operate in the software 508 are described below in moredetail in reference to FIG. 6. Memory 510 may also be located within thewireless communications device 300 for storing data being processed bythe processor 506. A data repository 512 may also be included in or bein communication with the wireless communications device 300. The datastorage unit 512 may be a hard drive or any other type of volatile ornon-volatile memory capable of storing data. Within the data storageunit 512 may be one or more data repositories 514 a-514 n, such as adatabase or multiple databases, capable of storing and organizing data.In one embodiment, rather than including the data storage unit 512, thewireless communications device 300 may use a memory 510 that is largeenough to store any necessary data.

A display 516 may be provided for displaying data or other informationto a user of the wireless communications device 300. The display may bea part of the wireless communications device itself, or may be incommunication with the wireless communications device. A GPS component518 may also be including within the wireless communications device 300.The GPS component 518 may allow for the wireless communications deviceto determine location, ground speed, altitude and a variety of otheruseful information. Used alone or in combination with an accelerometer520, the GPS component 518 may also help to determine if an emergencysituation has occurred. The accelerometer 520 may be able to provideimmediate notification of any sudden stops or unexpected movements withmay indicate that an accident or other emergency has occurred. It isimportant to note that some or all of these components may be locatedwithin the wireless communications device or within the vehicle itself.For components located in the vehicle, simply being in communication mayprovide all o the information to the wireless communications device thatis necessary.

FIG. 6 is a block diagram of one embodiment of modules 600 configured tocontrol, transmit, and/or receive functionality on a mobilecommunications device. A position locator module 602 may be provided forallowing the location of wireless communications devices within avehicle to be determined. In one embodiment, the position locator module602 may use the input from one or more directional sensors or othersensors in making a determination as to the location of the wirelesscommunications device. In another embodiment, a single sensor may beused to determine the location of the wireless communications device. Asdescribed previously, determining the location of the wirelesscommunications device may allow for the necessity of any restrictions tothe wireless communications device transmit function to be determinedand carried out. Depending on the type of sensor, calculations may needto be performed by the position locator module 602 or another device,involving triangulation, weight, measurement, signal strength within aparticular location, or other factors.

The vehicle interface module 604 may provide useful information to theposition locator module 602 by providing relevant data as to conditionswithin the vehicle. For example, in one embodiment, the vehicleinterface module 604 provides detailed information regarding the speedof the vehicle, the gear in which the vehicle is in (e.g., park,neutral, drive) among various other vehicle data. In one particularembodiment, such as an airplane, the altitude may also be determinedwithin the vehicle interface module 604 and be provided for thedetermination of whether or not the transmitter should be operable at aparticular time. The vehicle interface module may be a stand-alonedevice or a component of another device such as a hands-free telephoneinterface, a GPS system, a vehicle information system, or an OnStar(R)vehicle assistance system.

A motion module 606 may be provided for indicating whether or not thevehicle is currently in motion, regardless of which gear the vehicle maybe in. This would allow a person stopped at a stop light or pulled overon the side of the road, who happens to be in an operator's position,access to the transmit function of their wireless communications device.Additionally, the motion module 606 may include an altimeter fordetermining the altitude of the vehicle. This may be particularly usefulin an airplane situation where upon taxiing after landing, the transmitfunction may be activated, whereas after take-off, the transmit functionwould not be disabled, as described previously.

A condition parameter module 608 may also be provided which may takeinto account various conditions which may override the normal operationof disabling the transmit function of the wireless communications deviceor other operating parameters such as audible ringing. For example, ifan emergency occurs, such as a vehicle accident, or if a user has chosento manually override the automatic transmit disabling feature, thecondition parameter module 608 may cause an override of the wirelesscommunications device. The condition parameter module 608 may also beused in conjunction with the motion module 606, wherein the conditionbeing determined is whether or not the vehicle is in motion incombination with other factors. Either, or both, of these modules may bepresent and describing separate modules for purposes of this applicationdoes not preclude the consolidation of any of these modules into fewermodules, or the addition of additional modules. In another example, suchsystem may be employed by a concert hall or church and would be used toautomatically place a wireless communications device into a silent orvibrate operating mode.

Another condition that may determined by the condition parameter module608 may be similar to the position locator module 602 function asdescribed previously. In other words, a condition may be the positionwithin the vehicle where the operator of the wireless communicationsdevice is located. For example, a user in the passenger seat or anywhereelse in the vehicle not responsible for operating the vehicle, shouldnot be precluded from using the wireless communications device. Asdescribed previously, sensors of various types may be used in theposition locator function.

In one embodiment, a database, such as the data storage unit 512 in FIG.5, of local laws and ordinances may be provided or be available to thewireless communications device indicating local rules for when wirelesscommunications devices may not be allowed to be used. The database maybe local or remotely accessible to the wireless communications device.The condition parameter module 608 may be responsible for determiningwhether or not one of the local rules applies in the present situation.A GPS locator module 609 may be provided in one embodiment fordetermining an exact location of the vehicle, which may be used incoordination with the database of rules and ordinances involvingprohibited wireless communications device usage. In combination, such adatabase, the GPS locator module 609 and the condition parameter module608 may allow for a user who is otherwise unaware of any particularrestrictions to be made aware by virtue of the transmitter automaticallybeing disabled in localities where it is illegal or unsafe to usewireless communications devices while operating a vehicle. The GPSlocator module 609 may use information available through cell siteinformation, GPS functionality available within the wirelesscommunications device itself, or any other method that may allow for thewireless communications device to determine its current physicallocation.

It should be noted that ad-hoc database updates may be received,depending upon location, that may supersede regulatory operatingparameters. For example, a wireless device may be in an area where therenormally are no operation restrictions. Said device may receive arestriction signal from a temporary or portable restriction transmitterrequired to support a specific purpose such as a ‘No-transmit zone’around a demolition blasting area. This signal would override thegeneralized database operating specification. In essence, a hierarchy ofoperating specifications may be employed that provide more restrictiveoperations depending upon situation or location. There may be many othertypes of temporary restrictions that are placed based upon weatherconditions, motorcades nearby, and many other events or circumstances.

The database of local laws and ordinances may be updated regularly toinclude changes in laws and ordinances. As new rules are passed forvarious municipalities, they may be automatically incorporated into thedatabase to keep the database current. In addition to rules banning cellphones wholly, the database may keep track of areas in which textmessaging is not allowed, where only hands free devices are allowed,certain time restrictions that may be in effect, as well as any othervariations to the ordinances that may exist.

In one embodiment, a database table, such as Database Table 1 may beprovided within a database management system. Database Table 1 mayinclude various elements for identifying unique locations. In thisembodiment, geographical coordinates, a city, a state, and streetaddresses are associated with a Unique Location ID. By having a UniqueLocation ID, either a physical address or coordinates may be referred toby the Unique Location ID. The Unique Location ID may serve as theprimary key for reference in other databases. For example, in DatabaseTable 2, various types of restrictions for wireless communicationsdevices may be correlated to the Unique Location ID. For example, atUnique Location ID 8675309, no restrictions are required by law, basedupon the database information. There may be many combinations ofrestrictions that can be defined for various locations. Just asexamples, “Allow All,” “Hands-free Only,” “No Text Only,” and “BothRestricted” are used as examples in Database Table 2. These categoriesare exemplary in nature and do not purport to limit the invention tothose restriction types. It is also to be understood that using adatabase to refer to local laws is optional, and a blanket restrictionof operability of the wireless communications deice may occur withoutever referencing this database information. It is also to be understoodthat depending upon the situation or location that additionalrestrictions may be issued to the wireless device.

DATABASE TABLE 1 Unique Coordinates City State Address Location ID 3228′N, 93 46′W Dallas TX 121 Main St. 8675309 32 28′N, 93 42′W Dallas TX131 Main St. 8675310 36 07′N, 114 51′W Las Vegas NV 199 Elm Ct. 965412332.18′N, 106 46′W Las Cruces NM 98 Cactus Ave. 5487963

DATABASE TABLE 2 Unique Allow Hands-free No Text Both Location ID AllOnly Only Restricted 8675309 X 8675310 X 9654123 X 5487963 X

A transmitter interface module 610 may also be provided for interfacingwith the transmitter. The interface may be between modules locatedwithin the wireless communications device itself, or may be interfacingwith modules located and operated on a vehicle in which the wirelesscommunications device is in communication. The transmitter interfacemodule 610 may be primarily responsible for controlling whether or notthe transmitter is enabled or disabled and may interoperate with all thevarious modules described previously and herein.

FIG. 7 is a flow chart of one embodiment of an exemplary process 700 forcontrolling the operability of a transmitter on a mobile communicationsdevice. In step 702, a determination may be made as to whether themobile communications device is located proximate to an operator's seatof a vehicle. In step 704, a determination of a communications parameterof a mobile communications device may be made. An example of a conditionparameter may be whether the wireless communications device or a vehicleis in motion, whether the wireless communications device is gaining orlosing altitude, if an emergency has occurred, the particular positionwithin a vehicle of the wireless communications device, or any othercondition. A condition parameter is defined as any condition which mayaffect the desirability of a transmitter to be enabled or disabled at aparticular time. In step 706, in response to the mobile communicationsdevice being located proximate to an operator seat of a vehicle andfurther in response to the determined condition parameter, thetransmitter on the mobile communications device may be disabled. If itis determined that the mobile communications device is located proximateto an operator seat, and if one of a condition parameter is met, thewireless communications device or its transmitter is disabled.

In step 708, the transmitter on the mobile communications device may beenabled in response to determining that the mobile communications deviceis not located in a restricted location. For example, regardless ofwhether the vehicle is in motion, taking off, if an emergency hasoccurred, or any of the other conditions mentioned previously, if themobile communications devices is not located within a restrictedlocation, the transmitter may automatically be enabled. It should beunderstood that some electronic devices may utilize more than one typeof wireless technology, and that enablement or disablement of operationand/or operating parameters by this invention may be performed on eachtechnology employed by the particular wireless communications device.

The previous detailed description is of a small number of embodimentsfor implementing the invention and is not intended to be limiting inscope. One of skill in this art will immediately envisage the methodsand variations used to implement this invention in other areas thanthose described in detail. The following claims set forth a number ofthe embodiments of the invention disclosed with greater particularity.

1. A method for controlling the operability of a transmitter on a mobilecommunications device, said method comprising: determining if the mobilecommunications device is located proximate to an operator's seat of avehicle using a signal strength sensor located within a steering wheelof the vehicle; determining a condition parameter of the mobilecommunications device; disabling the transmitter on the mobilecommunications device in response to the mobile communications devicebeing located proximate to an operator's seat of a vehicle and furtherin response to the determined condition parameter; and enabling thetransmitter on the mobile communications device in response todetermining that the mobile communications device is not located in arestricted location.
 2. The method according to claim 1, furtherincluding, in response to the mobile communications device being locatedproximate to an operator's seat of a vehicle, enabling the transmitterif the condition parameter is not indicative of a restriction beingnecessary.
 3. The method according to claim 1, wherein disabling thetransmitter on the mobile communications device further comprisesdisabling the transmitter in response to the determined conditionparameter being indicative of a restriction being necessary.
 4. Themethod according to claim 1, wherein determining a condition parameterincludes determining whether the mobile communications device is inmotion.
 5. The method according to claim 1, further comprising,determining that an accident or emergency has occurred.
 6. The methodaccording to claim 5, wherein, in response to determining that anaccident or emergency has occurred, enabling the transmitter on themobile communications device.
 7. The method according to claim 1,further comprising, determining a precise location of the mobilecommunications device within the vehicle based on a strength of a signalreceived by the signal strength sensor located within the steeringwheel.
 8. The method according to claim 1, further comprisingdetermining a transmission status of a vehicle.
 9. The method accordingto claim 8, wherein, in response to determining the transmission status,setting the condition parameter accordingly.
 10. A mobile communicationsdevice, said mobile communications device comprising: a processor; amemory; an input/output (I/O) unit; said processor configured to:determine if the mobile communications device is located proximate to anoperator's seat of a vehicle using a signal strength sensor locatedwithin a steering wheel of the vehicle; determine a condition parameterof the mobile communications device; disable a transmitter on the mobilecommunications device in response to the mobile communications devicebeing located proximate to an operator's seat of a vehicle and furtherin response to the determined condition parameter; and enable thetransmitter on the mobile communications device in response todetermining that the mobile communications device is not located in arestricted location.
 11. The mobile communications device according toclaim 10, wherein said processor is further configured to enable thetransmitter, in response to the mobile communications device beinglocated proximate to an operator's seat of a vehicle, if the conditionparameter is not indicative of a restriction being necessary.
 12. Themobile communications device according to claim 10, wherein in disablingthe transmitter on the mobile communications device, said processor isfurther configured to disable the transmitter on the mobilecommunications device in response to the determined condition parameterbeing indicative of a restriction being necessary.
 13. The mobilecommunications device according to claim 10, wherein in determining acondition parameter, said processor is further configured to determinewhether the mobile communications device is in motion.
 14. The mobilecommunications device according to claim 10, wherein said processor isfurther configured to determine that an accident or emergency hasoccurred.
 15. The mobile communications device according to claim 14,wherein, in response to determining that an accident or emergency hasoccurred, the processor is further configured to enable the transmitteron the mobile communications device.
 16. The mobile communicationsdevice according to claim 10, wherein the processor is furtherconfigured to determine a precise location of the mobile communicationsdevice within the vehicle based on a strength of a signal received bythe signal strength sensor located within the steering wheel.
 17. Themobile communications device according to claim 10, wherein theprocessor is further configured to determine a transmission status of avehicle.
 18. The mobile communications device according to claim 17,wherein, in response to determining the transmission status, theprocessor is further configured to set the condition parameteraccordingly.
 19. A vehicle control system, said vehicle control systemcomprising: a processor; a memory; an input/output (I/O) unit incommunications with a mobile communications device; said processorconfigured to: determine if the mobile communications device is locatedproximate to an operator's seat of a vehicle using a signal strengthsensor located within a steering wheel of the vehicle; receive acondition parameter of the mobile communications device; send a requestto disable a transmitter on the mobile communications device in responseto the mobile communications device being located proximate to anoperator's seat of a vehicle and further in response to the receivedcondition parameter; and send a request to enable the transmitter on themobile communications device in response to determining that the mobilecommunications device is not located in a restricted location.
 20. Thevehicle control system according to claim 19, wherein said processor isfurther configured to send a request to enable the transmitter, inresponse to the mobile communications device being located proximate toan operator's seat of a vehicle, if the condition parameter is notindicative of a restriction being necessary.